Steering mechanism for vehicles



3 Sheets-Sheet l Sme/whoa,

Clllumwnm March 30, 1937. E. K. BENEDEK STEERING MECHANISM FOR VEHICLES Filed NOV. 6, 1934 EL EK KBENEDEK March 30, 1937. E. KI BENEDEK 2,075,567

STEERING MECHANISM FOR VEHICLES Filed Nov. 6, 1934 3 Sheets-Sheet 2 W K m FDL /W W SMN m 4E ma Nw Y B f l wm www SQ NE M Y E .m 6. .u m N l o N Il IWI .Q m w Nw M .Q Sk 4Q n v v NW. MM Y EN mm mk,

March 30, 1937'.

E. K. BENEDEK STEERNG MECHANISM FOR VEHICLES Filed Nov. 6, 1934 3 Sheets-Sheet 3 NWNMN ELEKKBENEDEK l l lvl-m Piuma Ms. 3o, `1931l UNITED s 'rA-'Lesll P-Arl-:lslrv OFFICE Elek K. Benedek, Bucyrus, Ohio, assigner o! onev halt to von Vago, Budapest, Hungary Application November 6, 1934, Seria l No. 751,739

s calms. '(cl. zaai-89) .inthe usiml steerlng-apparatus forroad vehicles wherein manually e. g. operated mechanism is used to control' the'position of the dirigible wheels, a sudden change in the relationship g ot such wheels to the' roadway, as when a tire blowout occurs, or when the dirlgible wheel'on one vside encounters an obstruction, inadequate' provision is made tocounteract the tendency for he steeringmechanism to get out of the 4control olthedriver.

The'princlpalobiect of the present invention the dirlgible wheels will be' maintained in whatever position they are set by the driver notwithv standing sudden or unexpectedv changes in 'the Arelationship between the wheels and roadway.

A specinc object is to provide a steering mechanism stabilizing device which, while not intertering in any manner with manual e. g. steering m under normal conditions, will, under abnormal conditions such as above recited, automatically Y check any undesired turning o f the dirigible wheels on the roadway.

A further object is to provide a steering mechanism having an automatic elastic friction" ratchet device for maintaining the direction of travel of the vehicle on which used under 'circumstances such that a sudden unexpected change in the direction of travel might result in personal or property damage.

Further objects and features ofthe invention -will become apparent from the following speciiication, wherein reference is made to the drawings inwhich Fig. 1 is a diagrammatic perspective .view of a vehicle steeringmechanism of a known type;

Fig. 2 is' a transverse sectional view through the friction ratchetmechanism of one form of the invention; l Fig. 3 is a sectional view,J the left hand portion of which is talgen along the line 3cr-3a on' l'ig. 2 and the' right hand portion of vwhich is takenalong the line {lL-3b on Fig. 2; Flgd is a sectional v iew of a modiiied friction ratchet mechanism, the view corresponding in general to Fig. 2; and

Figs. 5 to 10 are detail viewsof certain of the' part'sshownin'Fl8.4.'-Vj l In `111g. 1, 2 indicates diagrammatically the steering shaft and 2a' the reciprocating part positioned by the steering. shaft. andgovthe dmgibl'e wheels w.

diagrammatic@ 'indicated at s for As shown in Figs. 2 and 3. the 'mechanism is braced by a suitable nut 3, guided inthe housing 2a. The armi isconnectcdto the nut-tbya',

two-part lever arm device 4-l. the of which form a 'fork embracing the nut, somewhat in conventional fashion. The parts 4 and' 5 are seh the provision of steering mechanismy whereinv Y,

n.ireclstogetherrigidly as bytbolts... .andare .piv-

otally mounted on oppositely extending portions y of a tube 1, which tube is rigid with the arm I.'

The arm members 4 and lare permitted limited rotational movement relativeto the tube I oi the arm 6 for enabling the action ci the ratchet spective sleeves I4' and I4' the ends of thesprings operatively engaging slots Il (one shown) in the respective members 4 and 5 and respective abutments in the nature of ratchet teeth I2a (one shown) of wheels I2 and i2'. As shown.- the `wheels i2 and l2' are keyed tothe respective ends of the tube'1 and it is assumed that the -springs are symmetrical and both are wound the same way (right hand e. g.).

the springl lli' from a direction rotationally cp- 1 posite the direction ofabutment illustrated at Thus when the steering wheel is operated to turn the arm 4-5, from a central position,` in the direction of the arrow 9. Fig. v2, the lever G- will, through the spring Ill and tube 1. be correspondingly turned, no appreciable. force being exerted or transmitted by the spring Ill'. Also,

' when the arm 4-5 is turned in the oppositeA direction, the arm 6 will beturned in `said opposite direction but by the spring I l'. Ineach case one spring only operates to turn the tubeland theother is relieved from turning its'sleeve or I4' as the casemay be. It will lie-noted that when the springs III and il'` are transmitting mo'- tion from the arm to the tube 1 excessive expansion ofthe springs 'will bet prevented. by'

the sleeves I4 and I4' which closely embrace the Further, the ratchet tooth eiect of the wheel l2' abuts the end ot peripheral surfaces of the respective springs, and erning the steering lever 4 5-B: 6 being'the lower arm of the lever. The arm 6 is connected 5'5 by mitablelinkage to conventional mechanism In order to provide an automatic check or brake for the arm 6 when tending to be rotated by the road wheels, as distinguished from rotation by exertion of the driver on the steering wheel, friction ratchet springs I1 and I1 are operatively disposed between the respective sleeves I4 and Iii' and the stationary housing members I6 and I 6. These springs may be of' the same general nature as the springs I0 and III but are wound opposite the directionof springs I0 and I0. In other words, in the present instance, both are left hand wound springs. One end of each spring is suitably secured to a respective flange portion Ita of one of the sleeves I4 and I 4 and the opposite end of each is suitably secured to an energizing friction ring in the nature of an expanding type brake, shown as comprising paired shoes I9 actuated to engage the inner surface of the housing member I6 or I6 by a suitable compression spring I8 located between-the shoes as shown at the left'of Fig. 3. These friction rings are for placing initial friction drag on the springs I'I and I1' insuring that the lsprings will expand and grip the -respective housings on rotation inV a predetermined direction being imparted to either one of the springs by the respective sleeves.

If both ratchet springs Il and II' are wound as left hand springs, the actuation of the same by rotary ,motion transmitted to the ends of the ratchet springs by the flanges Ma in one direction with respect to aI given spring will be'idle, that is,

' will tend to wind' up the spring.- However, turning of the same spring in the opposite direction will tend to unwind the spring and expand it due,

inthe form shown, to the anchoring eifect of the brake shoes on the extreme spring ends or to an equivalent restraining force opposing free rotation of the springs in their housings.

The operation of the stabilizing ratchet arrangement above described is as follows:

Assuming the nuts and arm parts l, 5 are in the position illustrated in Fig. 3 (central position) and that, by virtue of a tire blowout e. g., the lever 6 attempts to move the rotary steering connections in the direction reverse to the arrow 9, the abutment I2a acts to unwind and expand the spring Ill thereby causing the sleeve I4 to be turned with the wheel I2, whereupon the sleeve I4 through its ange Ila, tends to unwind the spring I1 and 'causes the latter to grip the adjacent housing surface and the movement of the arm 6 is thereby automatically checked. On the other hand,'should the suddenv movement occasioned by the condition of the road wheels be to move the arm 6 in the direction of, arrow 9 then the connection at IIl'-I2a, being just the reverse of Ill-LI2a, will result in turning of the sleeve' I4' in the direction of the arrow 9 .to energize the ratchet spring II with the effect of checking impartation of turning krforce to the remainder of the steering mechanism, the nut 3, worm I, etc.

Thus the device cooperates at all times with the normal well known forces tending to maintain road' stability (straightaway travel) when the driver frees. the steering wheel, and when the driver is turning a curve he has only to exert a slight detainingy force'onthe wheel to hold the steering mechanism in the desired .turning position. This latter action follows from the fact that any sudden or abnormal force coming from the dirigible wheels an tending to react on the steeringwheel to disturb the manual setting will .be checked by one or the other of the ratchet vsprings I'I and I1 and associated mechanism above described.

vReferring to Figs. 4 to 10, this shows the worm and associated mechanism at one end of the general housing IEa (containing the ratchet mechanism) and the steering arm 6a at the other end. The 'arm 5a, Fig. 4, is rigid on a central shaft 5b projecting entirely through the housing I6a and carrying a suitable collar at 5c, corresponding in operative effect to the wheels I2 and I2 of the previously described construction. 'Ihis collar 5c is connected through abutment recesses 5d to springs III and I0', arranged approximately as previously described, so that turning of the shaft 5b in one direction tends to unwind the spring I0 and wind the spring I0', whereas turning of the shaft in the opposite direction tends to unwind the spring I0 and wind the spring I0. The collar 5c is mounted for limited turning movement in and relative to a composite tubular shaft 'la to one end of which 'the dirigible wheel steering arm 6a is rigidly connected as at 6b. V

The two parts of the tube 'Ia (see Figs. 5 and 6) are made mutually rigid by a weld'ed on collar 1b. The tube la carries ringsA I3l (see Figs. 8 and 9) rigid thereon, each ring having an abutment I2`a essentially similar in operative effect to the abutments I2a of the previously described construction.A The springs I0 and IIJ' are embraced by sleeves I4 and I4' respectively and these are connected as at I4" to the ends of respective ratchet springs I'I andk I1 wound opposite the springs I0 and I0' (left hand Wound e.- g.) and in working relation to the inner cylindrical surfaces of the housing I 6a. The inner (adjacent) ends of the springs I1 and Il extend between the nearly.

meeting ends of respective expanding friction rings I9a which are stressed to seat forcibly in the mating cylindrical surfaces of the housing I6a for the purpose of energizing the springs II and I'I when the latter are given a tendency to unwind by the respective sleeves I4 and I4.

It will be seen that the arrangement of Fig. 4 n

tions and having means associated therewith to steer the vehicle in respective directions when -so moved, an actuating means for said element adapted to be manually operated, and oppositely acting elastic friction members, and cooperating friction means operative to check movement of s aid element in said respective directions conse quent upon motion being imparted thereto independently of the actuating means,- and means on.

the actuating means and on said steering element cooperating with certain of the elastic friction members for transmitting motion from the-actuating means to the steering element through the medium of the said certain elastic friction members.

2. In a vehicle steering mechanism, a steering arm operably connected to a dirigible element of a vehicle,'means to actuate the same to steer the vehicle, and a pair of spiral expanding friction 1 springs and fixed housings embracing the. same,

said springs being operatively associated with said arm, and means rendering the springs alternately active respectively in the housings to check the arm on imposition of turning forces thereon in respective directions by said dirigible element independentlyof the actuating means.

3. In a vehicle steering mechanism, a housing,

for the other arm, a pair of spiral ratchet springs coaxial with the pivot and being alternately active and inactive to transmit ,motion from said other arm to the arm connected with said element, each in a different direction, sleeves surrounding said springs and adapted to be turned frictionally by engagement of the springs therewith when active as aforesaid, and friction detent means operatively connected with the sleeves and acting on the housing to check movement of the arm connected with the dirigible element imparted thereto by said element independently 'of the actuating means.

5. Mechanism according to claim 4, wherein the friction detent means comprises a pair of spiral springs adapted to expand when turned in respective directions to frictionally engage the housing.

6. In a steering mechanism, a manually op- -erated control means, a dirigible means to be moved in either direction thereby, a pair of expanding springs operatively interposed between the control means and dirigible means, one spring for imparting movement in one direction of the control means to the dirigible means and the other spring for imparting opposite movement of the control means to the dirigible means, said springs operatively releasing from the dirigible means respectively upon movement of the springs by the control means in directions opposite to their movement transmitting directions respectively, and each spring being elastically deformed consequent upon operation of the control means in the direction to impart movement to the dirigible means therethrough, a movable member for each spring, said member being frictionally lengaged by its'associated spring consequent upon.

said deformation of the associated spring for `movement with the associated spring, and means operatively interposed between each said movable member and the dirigible means and cooperating withthe associated member to permit movement of the member with and by the associated spring in said movement transmitting direction of said springs and to prevent movement of the member in the opposite direction while said member is frictionally engaged by the spring, whereby thrusts onth'e` dirigible element are not transmitted to the control means. f

7. In a steering mechanism, a manually rotatable control element, a dirigible device including a pair of rotatable elements xedly se cured to the dirigible device for rotation therewith in either direction, a pair of transmitting coil springs, each spring being connected by one of its ends to the manual control element and abutting, at its opposite end, one of the rotatable elements respectively for transmitting rotary motion from the control element to the associated rotatable dirigible element, said springs 4operating with respect to each other to transmit opposite rotary motion vfrom the control element respectively, and each spring being operable to release from its associated rotatable element upon movement in the direction opposite from its rotation transmitting direction by the control element and each spring being elastically deformed consequent upon forces imposed thereon by either the control element or the dirigible element, rotatable friction drums for the springs respectively, each drum being arranged to be frictionally engaged by its associated spring consequent upon deformation of the associated spring and to be released by its associated' spring consequent upon movement of the associated spring in the opposite direction by the manual control element, additional coil springs, each being connected at one end to one of the drums, stationary friction means for each additional spring, each friction means being arranged to be disengaged by the associated additional spring when the associated drum is moved by the associated transmitting spring through the medium of the man- .ual control element, and to be frictionally engaged by the associated additional spring when the associated drum is moved by the rotatable dirigible element through the medium of the associated transmitting spring.

8*. In a steering mechanism, a rotatable manual control element, coaxial rotatable dirigible elements, coil springs, each spring being connected at one end .to the manual control element and each spring abutting, at its opposite end, a different one of the rotatable dirigible elements for transmitting rotary motion from the manual control element to the associated rotatable dirigible element, each spring acting for rotating its associated dirigible element in a vdirection opposite'from the other and being expansible consequent upon forces imposed on the spring by the manual control element and its associated dirigible element, 'and each spring being releasable from its associated dirigible element consequent upon movement of each spring by the manual control, element in a direction opposite to the rotation transmitting direction, freely rotatable drums surrounding the respective springs and being. frictionally engaged thereby -for rotation therewith consequent upon expansion of said springs, additional coil springs, each additional spring being connected at one end to a different one of said drums, stationary friction surfaces 'for the additional springs respectively, each of said additional springs being expansible consequent upon rotation of the associated drum by the dir-v igible member and frictionally engaging ysaid friction surfaces when expanded for arresting said rotation of the associated drum, and being released from said friction surfaces consequent upon rotation-of the drum associated by the manual control element through the medium of the first mentioned associated spring.

ELEK K. BENEDEK. j

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